Engine attachment



Ap 5, 1949. R. D. FAGEOL ENGINE ATTACHMENT 2 Sheets-Sheet 1 Filed March1, 1946 INIKENTOR. 50 eg D. 09.20 4/? A TTORNEV.

April 5, 1949. R. D. FAGEOL 2,466,090

. ENGINE ATTACHMENT I Filed March 1, 1946 2 Sheets-Sheet 2 IN VEN TOR.

gob/9y JD. 5990/ -4 9 M ATTORNEY Patented Apr. 5, 1949 ENGINE ATTACHMENTRobley D. Fageol, Detroit, Mich., assignor, by mesne assignments, to R.D. Fageol 00., Detroit, Mich, a corporation of Michigan ApplicationMarch 1, 1946, Serial No. 651,185

20 Claims. 1

This invention relates to an attachment for an internal combustionengine, and more particularly to mechanism associated with thecarburetor of such engine and operative under certain conditions toprevent the generation of offensive gases.

Most carburetors in commercial use at the present time comprise anidling nozzle discharging liquid fuel posterior to the throttle when thelatter is in closed position, which fuel is mixed with air to form theidling mixture. Undesirable evolution of gases, sometimes calledgassing, is likely to occur when the engine is being driven by themomentum of the vehicle, as when a bus is coasting to a stop. It isusually more pronounced in engines of large vehicles than in smallerones, and is caused by incomplete combustion of the motive fuel, usuallydue to an insuflicient sup- Dly of air, in proportion to the supply offuel, to the engine.

Undesirable evolution of gases is likely to occur whenever the throttleis in closed position and the engine speed is above, say, 600 R. P. M.Under such conditions the manifold vacuum is usuall high, say above 24"of mercury. Unless these conditions prevail simultaneously, gassing doesnot usually occur; if the throttle is not fully closed, suflicient airwill be supplied to the engine to bring about normal combustionconditions; if the engine speed is below, say, 600 R. P. M., the volumeof air passing the throttle even in its closed position will be adequateto prevent the development of abnormally high manifold vacuum; and ifthe manifold vacuum is not abnormally high the amount of fuel beingdrawn into the induction passage will not be so excessive as to causeany considerable evolution of unburnt gases.

In some installations, it is sufficient merely to cut off the supply ofidling fuel to prevent gassing, the device shown in Leibing Patent No.2,214,964 being one means of accomplishing this purpose. However,cutting off the supply of liquid fuel to the engine under the conditionsabove outlined does not necessarily prevent gassing, since in someengines liquid fuel collects in the intake manifold, during normaloperation of the engine, in considerable quantity, and when the manifoldvacumm rises to an inordinately high value, this fuel is rapidlyvaporized, mingling with an inadequate supply of air to produceoffensive gases. In such installations, it is therefore necessary, ifgassing is to be prevented, that a supply of air, additional to thatfurnished by the carburetor, be introduced into the manifold in suchquantity as til to produce a fuel-air mixture which is too lean to burnin the engine.

In many installations, it is not sufficient to control the cutting offof the fuel or the introduction of air in terms only of manifold vacuumand throttle position. The speed of the engine is also a necessarycriterion under some circumstances. One reason for this is that afuel-air mixture of given richness will ignite and burn completely inthe cylinders if the engine is op erating slowly, say at idling speed,but will not ignite and burn completely if the engine is operating at ahigher speed.

In some prior art devices, the voltage of the electrical currentproduced by the automobile generator has sometimes been used as an indexof engine speed, to thereby control the point at which the fuel was tobe cut off, or auxiliary air was to be introduced to the manifold. Inmodern types of cars, however, this index is not a satisfactory one,since generators are now often provided with voltage regulators whichpartially or entirely out out the operation of the generator when thebattery is fully charged, so that under such conditions the voltageoutput of the generator may be low while the speed of the engine ishigh.

It is an object of the present invention to provide means responsive tothrottle position and engine speed to introduce an excess quantity ofair to the intake manifold, in order to prevent the generation ofoffensive gases and the accompanying evils of crankcase dilution andwastage of fuel.

It is a further object of the invention to provide a mechanismresponsive to engine operating conditions to lower the manifold vacuumto such point that gassing will be prevented.

A further object of the invention is to provide mechanism controlleddirectly by engine speed for introducing auxiliary air to the inductionpassage, to thereby prevent waste of fuel and incomplete combustionthereof in the cylinders.

A further object of the invention is to provide means operated bycentrifugal force derived from engine operation for controlling theadmission of auxiliary air to the induction passage under certainoperating conditions.

A further object is to provide apparatus of the type indicated which maybe attached to engines wherein the carburetor and other parts are notspecially formed or drilled to receive such apparatus, so as to make itunnecessary in such cases to replace the carburetor or other part withone so specially drilled or formed.

A- further object'of the invention is to provide apparatus of the typeindicated wherein the parts need not be held to close tolerances, andwhich shall not require adjustment in the field.

A further object is to provide such apparatus wherein the application ofsuction to the control of the admission of auxiliary air is facilitatedby the use of valves which are under substantially all operatingconditions either in the fully open or fully closed position.

Further objects and advantages of the invention will be apparent fromthe following descrip'-- tion, taken in connection with theappendeddrawings, in which:

Fig. 1 is a schematic view in vertical elevation'of on automobile enginehaving mechanism associated therewith which embodies the present'imvention;

Fig. 2 is an enlarged sectional view of the carburetor and associatedmechanism;

Fig. 3 is a detail sectional View of the speed responsive mechanism;

Fig. 4 is a sectional view taken 'on the lined-4- of Fig. 3;

Fig. -5is a sectional view taken on the line 5'-5 of Fig. 2; and

Fig. 6 is an enlarged sectional view of the'air:

valvemechan-ism-shown in Fig. 2.

It is to be understood that the invention is'not limited in itsapplication to the details of construction and arrangement of partsillustrated in the accompanying drawings, since the invention iscapableof other embodiments and of being practiced or carried out in variousways. Also it'is to be understood that the phraseologyor terminologyemployedherein is for the purpose of description and not of limitation.-

In the drawings is shown an internal combustion engine 8 provided with adowndraft carburetor of known type, comprising a main body sec tion l5provided with-an air cleaner II and hav-- ing-a venturi l2 (Fig. 2) andmain nozzle I 4. The

body section it is secured to a throttle body i6 21-,which also suppliesfuel through a passage 29 to an idling nozzle discharging through ports30,.

3| located immediately anterior and posterior, respectively, to theupstream edge of the throttle valve 24, in known manner.

Positioned immediately anterior to the upstream edge of the throttlewhen the-same is in closed position is an orifice-or port 32which-communicates with a'conduit 33 leading to vacuum spark controlmechanism at the distributor 3.4 The provision of such port, conduit andspark control mechanism is common in many carbu retors, the suctiontransmitted through the conduit being utilized to advance and retardtheignition in accordance with varying engine conditions.

The intake manifold is provided, at any convenient location, with asecond header 35 to which is secured an air valve body 36 formed with anunrestricted air inlet 38'. In order to prevent The induction passage iscontrolled by a entry of dust through the inlet 38, the inlet may beprovided with an air cleaner 5!] of any suitable type, or if desired maybe connected to the air cleaner II, so that a single air cleaner willserve for both devices. Whichever arrangement is used, the inlet 38 maybe spoken of as bypassing the throttle 24, in that it provides a secondpath for flow'of"air from atmosphere'tothe intake manifold. Air enteringthrough the inlet 38 passes to an annular passage 42 surrounding atubular member 44 which communicates directly with the intake manifold.Manifolds of heavy duty engines are in many cases provided with anauxliaryheader such aslisshown at 35; but where the device of thepresent invention is to be applied toamanifold not so provided, themanifold may be drilled and tapped to receive a suitable adapter whichwill connect the air valve body to the manifold;

The upper edge of member 44 forms a seat for an airvalve ti; which ismounted on a flexible diaphragm 48, of larger area than the valve,v sothat the valvecan be opened.- by manifold vacuum applied to the. uppersurface of thedia, phragm. The peripheryof the diaphragmis-ree tainedbetween flanges on the body 35anda covermember- 55, and'forms with thecover member a suctionchamber. 52. A-spring 54 normally holds. the"valve 4&- closed, andis of suchstiifness as to open under relativelylight suction; A restricted orifice 55in valve 46 permits air. to passat-a limited rate of flow tov the suction chamber 52' whenever there issuctionin the-chamber.. This bleedingactionhas no effect on theoperation oftheair valve 46 so long as suction is being trans--mitted-to the chamber 52, but permits the air valve to close quicklywhen the suction is cut off. as hereinafter explained.

Inorder to restrict the inflow of air through the air valve mechanism, agasket 5| may be inter-- posed between the body 36 and the header 35,the gasket being provided with an orifice 53 having less air-flowcapacity than the carburetor, so that with the throttle 2-4 closed andthe air:

" valve 46 open, the degree of vacuum in the manifololwill behigher thanit is with the throttle: open and the air valve closed.

As above mentioned, it is desired to; open the. valve 4 5 and admitauxiliary air to the intake, manifold only when the throttle is closedand the engine speed is high. The mechanism for; accomplishing this willnow be described.

Manifold vacuum is transmitted from the intake manifold to chamber .52through a port. 51 located at any convenient point posterior to thethrottle 24, as in the header [8. The port 51 communicates witha-conduit comprising a tube 58, a second tube 58, and a third tube 60which, is connected to the cover member 50 of the air valve mechanismand communicates with the suction-- chamber 52.

Between tubes 56 58 is asuction responsive mechanism Which will now bedescribed. The mechanism comprises a housing formed in; two. sections 62and 64., between which is inter poseda flexible. diaphragm 66 which withsection. 62 forms a suction chamber 68. A T-fitting 15 connectsthechamber 68 to the conduit 33, so that any suction existing at port 32will be applied to the chamber and will tend to move the. diaphragm tothe left in opposition to theforce of a compression spring 12 whichtends to move the diaphragm to the right.

A plug is threaded in. a bore formed in section 64- and forms a seat for.a-movable. valve member 82 which controls the communication betweentubes 56 and 58. The stem of the valve member 82 rests against a platewhich is carried by diaphragm 66, and which normally holds the valve inopen position. A compression spring 84 urges the valve toward closedposition, but is of less force than spring 12, so that when no suctionis applied to the chamber 68 the valve 82 will remain open. The chamber14 on the opposite side of diaphragm 66 is vented to atmosphere throughan orifice I6, to prevent aircushion efiect, and to prevent any suctionwhich may be transmitted along the stem of valve 82 from affecting theaction of the diaphragm 66.

It will be seen that when the throttle is closed, substantiallyatmospheric pressure obtains at port 32 and no suction is applied tochamber 68. Under these conditions, the spring 12 acts to hold the valvemember 82 off its seat, so that manifold vacuum is transmitted throughtube 56 to tube 58. But as soon as the throttle is moved even slightlytoward open position, manifold vacuum is applied to port 32 and thenceto chamber 68, drawing the diaphragm to the left and permitting thespring 84 to close the valve 82.

Between the tubes 58 and 68 is connected a speed responsive mechanism ofthe same general type as that disclosed in the copending application ofWilliam E. Leibing, Serial Number 599,352, filed June 14, 1945 nowPatent No. 2,443,465, issued June 15, 1948. It comprises a casing formedin two sections 86, 88 (Fig. 3) the section 86 being formed with a port98 communicating with tube 68. In the end of section 86 is mounted aplug 92 having an air passage 94 therein connected to tube 58 andcontrolled by a needle valve 96. The valve 96 has fixed thereto a guidemember 98 which is longitudinally reciprocable in the plug, and is urgedtoward open position by a helical spring I88. The member 88 is of knownconstruction, being triangular in cross section so the fluid may passlongitudinally therepast.

A shaft I82 is journaled in bearings I84 within the casing section 88. Afitting I86 is mounted on a sleeve I88 threaded into the section 88, andsecures the end of a sheath H8 (Fig. 1) which houses a flexible cable(not shown). The cable is secured by means of a connecting member H4 tothe end of shaft I82, the member H4 being provided at its ends withradially extending lugs H2, H3 which engage corresponding grooves orsockets in the shaft and cable to form a driving connection. The otherend of the cable is connected, in known manner, to a rotating part ofthe engine, indicated at I'I5 (Fig. 1), so that when the engine isoperating at any given speed the shaft I82 will be rotated at the samespeed, or at some proportional speed. In some installations it ispossible to connect the shaft I82 directly to the shaft of thedistributor, thus eliminating the flexible cable.

A sleeve H6 (Fig. 3) is secured by a pin Hl to the shaft I82 and servesto space the bearings I84 from each other. An annular plate H8 ismounted in overlying relation to the left (Fig, 3) bearing and is fittedwith a gasket I28 to prevent leakage of oil between the interiors ofsections 86 and 88 by reason of its overlying contact with the shaftI82.

To the left end of shaft I82 is fixed a flyweight carrier I22 which isprovided with diametrically opposed forwardly and outwardly extendingarms I24, Upon the arms I24 are mounted, by means of pivot pins I 26, apair of centrlfugally actuated members or flyweights I28, the ends ofwhich are generally semi-circular in cross section, as shown in Fig. 4.At their left (Fig. 3) ends the flyweights are formed with inwardlyextending fingers I38 which bear against a circular flange formed on apin I32 which is reciprocably seated in an axial bore in the shaft I82.A spring I34 bears against the flange of pin I32 and urges the pintoward the left (Fig. 3), thus tending to retain the flyweights in theretracted position shown in the drawings.

A floating pin I36 (Fig. 3) mounted in a sleeve I38 between the guidemember 98 and the rounded forward end of the pin I32, so thatlongitudinal movement of the pin I32 opens and closes the valve 96,while the contact between the rotating pin I32 and the non-rotating pinI36 is designed to produce a minimum of friction.

The initial tension of spring I34 is such that at engine speeds undersome predetermined value, such as 600 R. P. M., the flyweights I28 willremain in the position shown in the drawings, but at speeds above thatvalue they will move outwardly through a suflicient distance to permitthe spring I88 to open the valve 86 so as to permit transmission of themanifold Vacuum in full strength to the diaphragm 48 (Fig. 2). Forfunctional purposes, therefore, the valve 96 may be considered as beingalways fully open or fully closed,

In the operation of the device, the air valve 46 remains closed underall normal operating conditions of the engine. If the throttle is closedthe valve 82 will be open, but if the engine speed is 7 below thecritical value, the valve 86 will be closed,

so that manifold vacuum will not be transmitted to the diaphragm 48. Ifthe throttle valve is fully open and the engine speed is above thecritical value, substantially atmospheric pressure will obtain at port32 and valves 82 and 36 will both be open; but the manifold vacuum atport 51 will not be sufficient to open the air valve 46, since thestrength of spring 54 is such as to maintain the air valve closed undersuch conditions but to permit it to open when the manifold vacuum issomewhat higher, say at 5" of mercury. I

However, when conditions which cause gassing are present (throttle valveclosed, engine speed above its critical value), substantiallyatmospheric pressure will obtain at port 32 and in chamber 66, and valve82 will be opened. Valve 98 will also be opened due to the engine speed,and manifold vacuum will be transmitted to chamber 52 in sufiicientstrength to raise valve 46 from its seat. The resulting considerableflow of air into the intake manifold prevents gassing by providing ampleair for complete combustion of any fuel in the manifold, or by providingsuch excess of air that ignition does not occur; The admission of airalso has the effect of raising the absolute pressure in the manifold, sothat the suction is not sufficient to draw any appreciable quantity offuel from the idling nozzle 38, 3|, since before any fuel can be drawnfrom the idling nozzle the suction must be sufficient to lift the fuelthrough an appreciable distance above the level in the float chamber. Afuel cut-off valve is therefore usually unnecessary where the instantinvention is used.

The rise in the absolute pressure in the manifold also tends to destroythe suction existing in chamber 52, and thereby to cause valve 46 toclose, but due to the restriction at air orifice 53 the inflow of airpast the air valve 46 can never lower the vacuum to such extent thatclosing of valve 46 would actually result. The pre-" cise pressureproduced by the valve may be varied by substituting another gasket 5|having an orifice 53 of difierent diameter, such substitution serving toadapt the device to engines of difierent displacements or othercharacteristics.

As soon as the operator a-ctuates the accelerator pedal to move thethrottle valve from fully closed to partly opened position, the port 32is subjected to manifold vacuum in such degree as to draw diaphragm 66to the left and permit valve 82 to close, which cuts off the vacuum fromchamber 52, whereupon the port 55 bleeds air into said chamber, causingvalve 46 to close and restore the manifold vacuum to normal.

If desired, the unit containing valve 82 may be omitted and the conduit58 connected direct 1y to a port just posterior to the throttle valve,as in the Leibing application above identified. However, the device asherein disclosed has considerable advantages in sensitivity, and may beapplied to carburetors which are not adapted to be connected in themanner just mentioned.

An advantage of the construction herein disclosed lies in the fact thateach of the valves 82,

96 and 46 is, for operative purposes, in the fully open or fully closedposition substantially at all times. This results from the constructionused, wherein port 32, being of small cross section and positionedimmediately anterior to the throttle, is either subjected tosubstantially atmospheric pressure or to manifold vacuum, so that valve82 either remains fully open or is moved to fully closed position.Likewise, the valve 96, except within an extremely narrow range ofengine speed, is either fully closed or is opened sufiiciently to permitunrestricted transmission of suction therepast; this effect is to agreat extent due to the fact that a relatively slight outward movementof the flyweights I28 causes sufiicient movemen-t of valve 96 to move itto a position where it interposes no restriction to the transmission ofsuction. The valve 4-6 is likewise at all times either fully closed oris in such position that it creates no restriction to the inflow of air;this is in part due to the factors above discussed, and in part to theconstruction of the valve itself, which as it approaches closed positionis subjected to manifold vacuum transmitted through the tubular member44, and is thereby moved quickly to its fully closed position.

As a result of the features just mentioned, wide tolerances in thestiffness and other characteristics of the springs 12, 84', Hill and 54are permissible, since the forces acting on these springs are ample tocompress them even'though their resistance to compression is above theoptimum, or designed, resistance.

A further result is that no adjustment of the springs or other parts isnecessary after the apparatus is assembled, so that it is not necessaryto. relyon adjustments by mechanics to maintain the device inoperativecondition.

Instead of or in addition to being used to open an air valve as justdescribed, the suction and engine speed responsive mechanism. of thisinvention may if desired be applied to a fuel cut-off valve of the typedisclosed in the above mentioned Leibing application, to close the samewhen gassing conditions. occur. Used either way,

the operation of the device is not affected by altitude or changingbarometric pressure, nor by certain engine operating conditions to whichsome devices of this kind are sensitive.

Although the invention has been described with special. reference to. a.particular embodiment 8, thereof, it may be embodied in other formswithin the skill of artisans in this art, and is not to be considered aslimited except in accordance with the'terms of the following claims.

I claim:

1. An engine control device for an internal combustion engine having anintake manifold,

a carburetor forming with said intake manifold an induction passage, anda throttle controlling said induction passage; a ductcommunicating withthe induction passage at a point immediately anterior to the upstreamedge of the throttle, a restricted conduit for admitting air to saidmanifold to lower the vacuum therein, a valve controlling said conduit,a suction chamber having a wall formed as a flexible diaphragmOperatively' related to said valve to actuate the same, a connectionbetween the suction chamber and said manifold, two valves in series insaid connection, a second suction chamber communicating with said ductand having a wall formed as a flexible diaphragm operatively related toone of said two valves to actuate the same, and centrifugally operatedrotary means connected to a moving part of the engine and operativelyrelated to the other of said two valves to actuate the same, themechanism being so constructed and arranged that said connection isoperative to transmit suction from said manifold to said first mentionedsuction chamber only when the throttle is closed and the engine speed isabove a predetermined value.

2. The invention defined in claim 1, wherein the rotary means comprisesa pair of fiyweights and a spring having initial tension and operablebelow a predetermined engine speed to restrain said fiyweights againstmovement in response to centrifugal force.

3. An engine controldevice for an internal combustion engine having anintake manifold,

a carburetor with an induction passage and a throttle therein, and aduct communicating with the induction passage at a point immediatelyanterior to the upstream edge. of the throttle; comprising a conduit foradmittingv air to said manifold to lower the vacuum therein, a valvecontrolling said conduit, a suction chamber having a movable elementoperatively related to said valve to actuate the same, a connectionbetween the suction chamber and said manifold, a plurality of valves insaid connection, a second suction chamber communicating with said ductand having a movable element operatively related to one of saidplurality of valves to actuate the same, and centrifugally operatedengine speed responsive means operatively related to another of saidplurality of valves to actuate the same, the mechanism being soconstructed and arranged that said connection is operative to transmitsuction from said manifold to said first mentioned suction chamber onlywhen the throttle is closed and the engine speed is above apredetermined value.

4. The invention defined in claim 3, wherein each of said movableelements. comprises a flexible diaphragm forming a wall of the suctionchamber and yieldingly urged in one direction against the force ofsuction.

5. The invention defined in claim 3, wherein the second suction chambercomprises a flexible diaphragm, and the valve associated therewith isopen and the pressure in the suction chamber is substantiallyatmospheric whenever the throttle is in closed position.

6.. In combination with an internal combustion engine carburetor havingan induction passage and a throttle controlling the same; an air valvefor admitting auxiliary air to the induction passage posterior to thethrottle to prevent generation of offensive gases in the engine, avacuum chamber having a connection to the induction passage posterior tothe throttle and having a movable wall controlling said valve, a valvein said connection, and a suction chamber having a connection to theinduction passage immediately anterior to the upstream edge of thethrottle when the same is in closed position and having a movable wallcontrolling said last mentioned valve.

7. The invention defined in claim 6, comprising in addition meansdirectly responsive to engine speed and cooperating with said suctionchamber to control said first mentioned connection.

8. In apparatus for preventing generation of offensive gases in aninternal combustion engine having an induction passage, a throttle inthe induction passage, and fuel supply means communicating with theinduction passage; a vacuum chamber communicating with the inductionpassage at a point immediately anterior to the upstream edge thereof, avacuum controlled device for introducing auxiliary air into theinduction passage posterior to the throttle, connecting means between apoint in the induction passage posterior to the throttle and said vacuumcontrolled device, and separate mechanical means responsive to vacuum inthe vacuum chamber and to engine speed for controlling said connectingmeans.

9. An engine control device comprising a conduit for admitting auxiliaryair to the intake manifold of the engine, a valve controlling saidconduit, vacuum responsive means controlling said valve, and meanscontrolling the application of vacuum to said vacuum responsive means,comprising a vacuum conduit connecting said vacuum responsive means tothe intake manifold, two control valves in series in said vacuumconduit, an engine driven shaft, centrifugally operated members on saidshaft controlling one of said control valves, and suction responsivemeans controlling the other of said control valves.

10. An. engine control device comprising a conduit for admittingauxiliary air to the intake manifold of the engine, a valve controllingsaid conduit, vacuum responsive means controlling said valve, and meanscontrolling the application of vacuum to said vacuum responsive means,comprising a vacuum conduit connecting said vacuum responsive means tothe intake manifold, two variable restrictions in series in said vacuumconduit, an engine driven shaft, centrifugally operated members on saidshaft controlling the effective cross section of one of saidrestrictions, and means responsive to conditions of engine operation forcontrolling the other of said restrictions.

11. For use with an internal combustion engine having a carburetor, saidcarburetor comprising an induction passage, fuel supply meanscommunicating therewith, and a throttle controlling the inductionpassage; an auxiliary air passage by-passing said throttle, a valvecontrolling said air passage, a vacuum actuated diaphragm controllingsaid valve, a conduit connecting said diaphragm to the induction passageposterior to the throttle, means operative when the engine speed isbelow a predetermined value to close said conduit, and suction operatedmeans 10 for closing said conduit comprising a diaphragm, a port locatedimmediately anterior to the upstream edge of the throttle when the sameis in closed position, and a conduit connected to said port andcommunicating with said last mentioned diaphragm.

12. In combination with an internal combustion engine carburetor havingan induction passage, a throttle controlling the same, and fuel supplymeans communicating with said induction passage; a restricted airpassage by-passing said throttle, suction responsive means controllingsaid restricted passage, a duct connecting said suction responsive meansto the induction passage at a point posterior to the throttle, means forcontrolling said duct comprising a suction chamber connected to theinduction passage at a point immediately anterior to the upstream edgeof the throttle when the same is in closed position, and centriiugallyoperated means responsive to engine speed for controlling said duct.

13. An engine control device for an engine having a carburetor and amanually operated throttle therein; comprising a conduit for admittingauxiliary air to the intake manifold of the engine to lower the vacuumtherein, a valve controlling said conduit, means actuated by said vacuumto control said valve, and means controlling the application of vacuumto said vacuum actuated means, comprising a conduit connecting saidvacuum actuated means to said manifold, two valves in said conduit,engine driven mechanism operating by centrifugal force to control one ofsaid two valves, and means responsive jointly to the position of saidthrottle and to suction to control the other of said two valves.

14. An engine control device for an internal combustion engine having anintake manifold, a carburetor, and a manually operated throttle therein;comprising a conduit for admitting auxiliary air to the intake manifoldto lower the vacuum therein, a valve controlling said conduit, meansactuated by said vacuum to open said valve, and means controlling theapplication of vacuum to said vacuum actuated means, comprising aconduit connecting said vacuum actuated means to said manifold, aplurality of valves in series in said conduit, means responsive directlyto engine speed for controlling one of said plurality of valves, andmeans responsive jointly to the position of said throttle and to suctionin the carburetor to control another of said plurality of valves.

15. An engine control device for an internal combustion engine having anintake manifold and a carburetor including an induction passage and amanually operated throttle; comprising a conduit for admitting auxiliaryair to said manifold to lower the vacuum therein, a valve controllingsaid conduit, a suction chamber having a movable wall connected to saidvalve to actuate the same, a restricted bleed orifice connecting saidsuction chamber to atmosphere, a connection between the suction chamberand said manifold, a valve in said connection, and means jointlyresponsive to the position of said throttle and to suction in thecarburetor for controlling said second mentioned valve.

16. An engine control device for an internal combustion engine having anintake manifold and a carburetor with an induction passage; comprising aconduit for admitting auxiliary air to said manifold to lower the vacuumtherein, a valve controlling said conduit, a suction chamber having amovable wall connected to said valve to actuate the same, a restrictedbleed orifice connecting said suction chamber to atmosphere, 2.connection between the suction chamber and said manifold, a valve insaid connection, means jointly responsive to throttle position and tosuction in the carburetor to control said second mentioned valve,another valve in said connection, and means directly responsive toengine speed for controlling said other valve.

17. In an engine control device for an internal combustion engine havingan intake manifold and a carburetor forming with said intake manifold aninduction passage and including a manually operated throttle in saidinduction passage;

a conduit for admitting auxiliary air to said induction passageposterior to said throttle, a valve controlling said conduit, meansincluding a vacuum chamber for controlling said valve, and meanscontrolling the application of vacuum to said vacuum chamber, comprisinga vacuum conduit connecting said vacuum chamber to said inductionpassage posterior to said throttle, a plurality of control valves inseries in said vacuum conduit, centrifugally operated engine drivenmembers controlling one of said control valves, and suction responsivemeans controlling another of said control valves.

18. The invention defined in claim 17, wherein said suction responsivemeans is connected to said induction passage by a port locatedimmediately anterior to the upstream edge of the throttle when the sameis in closed position.

19. The invention defined in claim 17, wherein said vacuum chamber isconnected to atmosphere by a restricted bleed passage which destroys thevacuum in said vacuum chamber when either of said control valves isclosed.

20. In an engine control device for an internal combustion engine havingan intake manifold and a carburetor forming with said intake mamfold aninduction passage and including a manually operated throttle insaidinduction passage; a conduit for admitting auxiliary air to said induction passage posterior to said throttle to prevent generation ofoffensive gases in the engine, a valve controlling said conduit anddirectly subjected to manifold vacuum, means including a vacuum chamberfor controlling said valve, and means controlling the application ofvacuum to said vacuum chamber, comprising a vacuum conduit connectingthe vacuum chamber to said induction passage posterior to said throttle,a control valve in said vacuum conduit, and means responsive to suctionin the carburetor at a point immediately anterior to the upstream edgeof the closed throttle for controlling said control valve.

ROBLEY D. FAGEOL.

REFERENCES CITED The following references are of record in the file ofthis patent.

UNITED STATES PATENTS Number Name Date Re. 19,828 Messinger et a1 Jan.21, 1936 1,890,790 Messinger Dec. 13, 1932 1,910,350 Messinger May 23,1933 1,940,712 Ertz Dec. 26, 1933 2,017,914 'Messinger Oct. 22, 19352,168,605 Messinger Aug. 8, 1939 2,390,604 Mallory Dec. 11, 19452,395,748 Mallory Feb. 26, 1946 OTHER REFERENCES Leaflet entitled"Automatic Decelerating Control," California Machinery and Supply Co.,Ltd, of Los Angeles, California.

